Supporting structure for shock absorber of suspension device and suspension structure of utility vehicle

ABSTRACT

A suspension structure of a utility vehicle includes: a shock absorber; and a trailing arm extending in a longitudinal direction of the utility vehicle. A lower end of the shock absorber is supported by a rear end of the trailing arm within a wheel as viewed in a side view of the utility vehicle.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to a supporting structure for a shockabsorber of a suspension device and a suspension structure of a utilityvehicle.

2. Description of the Related Art

Conventionally, as described in U.S. Pat. No. 8,464,827 specification, ashock absorber of a suspension device of a utility vehicle is configuredto be supported by a vehicle body frame by way of a bracket or the like.

SUMMARY OF THE INVENTION

In such a utility vehicle, when the vehicle body frame receives a largerload from the shock absorber, there is a possibility that a burden ofthe load on the vehicle body frame is not sufficient.

Accordingly, it is an object of the present invention to provide asupporting structure for a shock absorber which can easily disperse aload from a shock absorber.

To achieve the object, according to a first aspect of the presentinvention, there is provided a supporting structure for a shock absorberof a suspension device of a utility vehicle, the supporting structurefor a shock absorber which includes: a shock absorber; and a vehiclebody frame, wherein the shock absorber is supported on a support portionof the vehicle body frame from below the vehicle body frame, and arollover protective structure (ROPS) is connected to the support portionfrom above the vehicle body frame.

With such a configuration, the ROPS is connected to the support portionon which the shock absorber is supported. Accordingly, a load from theshock absorber can be easily transmitted to the ROPS. As a result, it ispossible to provide the supporting structure for a shock absorber whichcan easily disperse a load from the shock absorber.

It is preferable that the supporting structure for a shock absorberaccording to the first aspect further include the followingconfiguration.

(1) As viewed in a side view of the utility vehicle, the shock absorberand the ROPS are disposed so as to be arranged on one straight line.

(2) As viewed in a front view of the utility vehicle, the shock absorberand the ROPS are disposed so as to be arranged on one straight line.

(3) The shock absorber is supported on the support portion by way of agusset.

(4) In the configuration (3), the gusset connects a lower frameconnected to the support portion and extending downward and a rear frameconnected to the support portion and extending rearward to each other.

According to the configuration (1), the shock absorber and the ROPS aredisposed so as to be arranged on one straight line as viewed in a sideview and hence, a load from the shock absorber can be more easilytransmitted to the ROPS.

According to the configuration (2), the shock absorber and the ROPS aredisposed so as to be arranged on one straight line as viewed in a frontview and hence, a load from the shock absorber can be more easilytransmitted to the ROPS.

According to the configuration (3), the shock absorber is supported onthe support portion by way of the gusset and hence, a supportingstrength of the support portion can be enhanced.

According to the configuration (4), the gusset on which the shockabsorber is mounted reinforces the shock absorber by connecting thelower frame and the rear frame to each other and hence, the supportingstrength of the support portion can be further enhanced.

According to a second aspect of the present invention, there is provideda supporting structure for a shock absorber of a suspension device of autility vehicle, the supporting structure for a shock absorber whichincludes: a shock absorber; and a transverse frame extending in avehicle width direction, wherein the shock absorber is supported on asupport portion of a vehicle body frame by way of a gusset from belowthe transverse frame, and the gusset connects a lower frame connected tothe support portion and extending downward and a rear frame connected tothe support portion and extending rearward to each other.

According to such a configuration, the gusset on which the shockabsorber is mounted reinforces the shock absorber by connecting thelower frame and the rear frame and hence, a strength of a supportportion of the transverse frame can be enhanced.

According to a third aspect of the present invention, there is provideda suspension structure of a utility vehicle, the suspension structurewhich includes: a shock absorber; and a trailing arm extending in alongitudinal direction of the utility vehicle, wherein a lower end ofthe shock absorber is supported by a rear end of the trailing arm withina wheel as viewed in a side view of the utility vehicle.

According to the configuration, the lower end of the shock absorber issupported by the rear end of the trailing arm within the wheel as viewedin a side view of the utility vehicle. Accordingly, a total length ofthe shock absorber can be surely increased and hence, a moving distanceof the wheel in a vertical direction can be surely increased.

It is preferable that the suspension structure of a utility vehicleaccording to the third aspect further include the followingconfiguration.

(1) The trailing arm has a bent portion that bends upward at anintermediate portion in the longitudinal direction.

(2) The suspension structure of a utility vehicle further includes aknuckle to which a rear end of the trailing arm is connected; and aplurality of rods extending in a vehicle width direction of the utilityvehicle and connecting the knuckle to a vehicle body frame of theutility vehicle, wherein the rod positioned on a lower side has a bentportion that bends upward at an intermediate portion in the vehiclewidth direction.

(3) In the configuration (2), the rod positioned on a rear side ismounted on a front surface side of a rear end frame of the utilityvehicle.

(4) In the configuration (2), the plurality of rods include a first rodpositioned in front of a center of the knuckle, and a second rod and athird rod positioned behind the center of the knuckle, wherein the firstrod and the third rod are disposed below the second rod, and the bentportion of the first rod and the bent portion of the third rod each havea similar shape.

(5) In the configuration (4), the first rod, the second rod, and thethird rod are positioned within the wheel as viewed in a side view ofthe utility vehicle.

According to the configuration (1), the trailing arm has the bentportion that bends upward at the intermediate portion in thelongitudinal direction and hence, the position of the rear end of thetrailing arm in the vertical direction can be lowered. Accordingly, atotal length of the shock absorber can be surely increased.

According to the configuration (2), the rod positioned on a lower sidehas the bent portion that bends upward at the intermediate portion inthe vehicle width direction. Accordingly, a possibility that an obstacleis caught by the rod can be reduced whereby drivability of the utilityvehicle on a rough road can be improved.

According to the configuration (3), the rod positioned on a rear side ismounted on the front surface side of the rear end frame of the utilityvehicle. Accordingly, a possibility that an obstacle is caught by therod can be reduced whereby drivability of the utility vehicle on a roughroad can be improved.

According to the configuration (4), it is possible to reduce apossibility that an obstacle is caught by the first rod and the thirdrod which are the rods disposed on a lower side and hence, drivabilityof the utility vehicle on a rough road can be improved.

According to the configuration (5), the lengths of the first rod, thesecond rod, and the third rod in the vehicle width direction can besurely increased and hence, the toe controllability of the wheel can beimproved.

As a result, according to the present invention, it is possible toprovide a supporting structure for a shock absorber where a load fromthe shock absorber can be easily dispersed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a utility vehicle having a supportingstructure for a shock absorber of a suspension device according to oneembodiment of the present invention;

FIG. 2 is a left side view of the utility vehicle shown in FIG. 1;

FIG. 3 is a perspective view of the utility vehicle showing a supportingstructure for a shock absorber of a suspension device;

FIG. 4 is a left side view of the utility vehicle shown in FIG. 3;

FIG. 5 is a right side view of the utility vehicle shown in FIG. 3;

FIG. 6 is a top plan view of the utility vehicle shown in FIG. 3 inwhich a rollover protective structure (RODS) and seats are omitted;

FIG. 7 is a rear view of the utility vehicle shown in FIG. 3 in whichthe seats are omitted;

FIG. 8 is an enlarged view of an area in the vicinity of an upper end ofthe shock absorber;

FIG. 9 is a front view of the utility vehicle shown in FIG. 3 in whichthe seats are omitted;

FIG. 10 is a rear perspective view of the utility vehicle shown in FIG.3 in which the seats are omitted;

FIG. 11 is a rear view of a utility vehicle when the shock absorber andthe ROPS are disposed so as to be arranged on one straight line asviewed in a front view;

FIG. 12 is a perspective view of the suspension device;

FIG. 13 is a perspective view of the suspension device;

FIG. 14 is a perspective view of an upper arm and a lower arm;

FIG. 15 is a perspective view of an area in the vicinity of a knucklewhen a front wheel is steered to the maximum in a state where the shockabsorber is maximally contracted; and

FIG. 16 is a perspective view of the area in the vicinity of the knucklewhen the front wheel is steered in a state where the shock absorber ismaximally extended.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Hereinafter, a utility vehicle having a supporting structure for a shockabsorber of a suspension device according to one embodiment of thepresent invention is described with reference to attached drawings. Theutility vehicle is a vehicle for off-road traveling which travels notonly on a grass field, a gravel field and a sandy field but also on anunpaved mountain road, a forest road, a muddy road, a rocky area or thelike. For the sake of convenience of the description, an advancingdirection of the utility vehicle is assumed as a “front side” of theutility vehicle and respective parts, and right and left sides in avehicle width direction when an occupant riding on the utility vehiclefaces forward are assumed as “right and left sides” of the utilityvehicle and the respective parts.

[Entire Structure of Vehicle]

FIG. 1 is a perspective view of a utility vehicle which has a supportingstructure for a shock absorber of a suspension device according to oneembodiment of the present invention, and FIG. 2 is a left side view ofthe utility vehicle shown in FIG. 1.

As shown in FIG. 1 and FIG. 2, a utility vehicle 10 includes a pair ofright and left front wheels 21 on a front portion of a vehicle body anda pair of right and left rear wheels 22 on a rear portion of the vehiclebody. The utility vehicle 10 includes a riding space (cabin) S betweenthe front wheels 21 and the rear wheels 22. The riding space S issurrounded by a ROPS 23, and a pair of right and left doors 24. The ROPSis an abbreviation of “rollover protective structure”, and is a part ofa vehicle body frame 1.

A cargo bed 25 is disposed behind the riding space S, and a bonnet 26 isdisposed in front of the riding space S. A back panel 27 whichpartitions the cargo bed 25 and the riding space S from each other ismounted on a front end of the cargo bed 25.

A pair of right and left independent-type seats 28 is disposed in theinside of the riding space S. An operating part such as a steering wheel29 is disposed in front of the seat 28.

A power unit 3 is disposed below the cargo bed 25. The power unit 3includes an engine and a transmission. A driving force of the engine istransmitted to the transmission, and the transmission transmits thedriving force to the pair of right and left front wheels 21 and the pairof right and left rear wheels 22.

FIG. 3 is a perspective view of the utility vehicle showing thesupporting structure for a shock absorber of a suspension device, FIG. 4is a left side view of the utility vehicle shown in FIG. 3, and FIG. 5is a right side view of the utility vehicle shown in FIG. 3. As shown inFIG. 3 to FIG. 5, a pair of right and left independent-suspension-typerear-wheel-use suspension devices 4 which supports the pair of right andleft rear wheels 22 in a vertically swingable manner is disposed belowthe cargo bed 25 and on both sides of the power unit 3. FIG. 12 is aperspective view of the suspension device 4. The suspension device 4includes: a trailing arm 41 which has a front end thereof supported onthe vehicle body frame 1 and extends in a longitudinal direction; aknuckle 411 which supports a rear end of the trailing arm 41 androtatably supports a hub of the rear wheel 22; a plurality of controlrods 42 which extend in the vehicle width direction and support theknuckle 411 on the vehicle body frame 1; and a shock absorber 43 whichelastically supports the trailing arm 41 on the vehicle body frame 1. Alower end of the shock absorber 43 is supported by the rear end of thetrailing arm 41 within the wheel 22 a of the rear wheel 22 as viewed ina side view of the utility vehicle 10.

The trailing arm 41 has a bent portion 41 a that bends upward at anintermediate portion in the longitudinal direction. Specifically, thetrailing arm 41 gradually extends upward in an inclined manner as thetrailing arm 41 advances rearward from a front end 41 b supported by thevehicle body frame 1, reaches the bent portion 41 a, gradually extendsdownward in an inclined manner as the trailing arm 41 advances rearwardfrom the bent portion 41 a, and reaches a rear end 41 c supported by theknuckle 411. The inclination angle of the portion of the trailing arm 41located on the front side of the bent portion 41 a with respect to ahorizontal plane is smaller than the inclination angle of the portion ofthe trailing arm 41 located on the rear side of the bent portion 41 awith respect to the horizontal plane, and the length from the front end41 b to the bent portion 41 a is longer than the length from the bentportion 41 a to the rear end 41 c.

Each control rod 42 extends in the vehicle width direction. One end ofthe control rod 42 is supported by the vehicle body frame 1 by way of auniversal joint, and the other end of the control rod 42 is supported bythe knuckle 411. The control rods 42 are formed of a first rod 421, asecond rod 422, and a third rod 423. The first rod 421 is positioned infront of the center of the knuckle 411, and the second rod 422 and thethird rod 423 are positioned behind the center of the knuckle 411. Thesecond rod 422 is supported by the knuckle 411 above the center of theknuckle 411, and the first rod 421 and the third rod 423 are supportedby the knuckle 411 below the center of the knuckle 411. The second rod422 is positioned above the first rod 421 and the third rod 423.

Each of the first rod 421 and the third rod 423 has a bent portion 421a, 423 a that bends upward at an intermediate portion in the vehiclewidth direction. Specifically, the first rod 421 and the third rod 423gradually extend downward in an inclined manner from inner ends in thevehicle width direction supported by the vehicle body frame 1 as thefirst rod 421 and the third rod 423 advance outward in the vehicle widthdirection, and reach the bent portions 421 a, 423 a, and extend downwardin an inclined manner as the first rod 421 and the third rod 423 advanceoutward in the vehicle width direction from the bent portions 421 a and423 a, and reach outer ends in the vehicle width direction supported bythe knuckle 411. An inclination angle of portions of the first rod 421and the third rod 423 positioned on an inner side of the bent portions421 a, 423 a in the vehicle width direction with respect to a horizontalplane is set smaller than an inclination angle of portions of the firstrod 421 and the third rod 423 positioned on an outer side of the bentportions 421 a, 423 a in the vehicle width direction with respect to thehorizontal plane. Lengths of the first rod 421 and the third rod 423from inner ends to the bent portions 421 a, 423 a are set larger thanlengths of the first rod 421 and the third rod 423 from the bentportions 421 a, 423 a to outer ends. Further, the bent portion 421 a ofthe first rod 421 and the bent portion 423 a of the third rod 423 have asimilar shape. In addition, the second rod 422 gradually extendsdownward in an inclined manner from an inner end in the vehicle widthdirection which is supported by the vehicle body frame 1 to an outerside in the vehicle width direction, and reaches an outer end in thevehicle width direction which is supported by the knuckle 411. Thesecond rod 422 extends substantially in a straight line shape.

In each of the second rod 422 and the third rod 423 positioned behindthe first rod 421, an inner end in the vehicle width direction ismounted on a front surface side of the rear end frame 19 of the utilityvehicle 10. In addition, as viewed in a side view of the utility vehicle10, all of the first rod 421, the second rod 422, and the third rod 423are positioned within the wheel 22 a of the rear wheel 22.

A pair of right and left independent-suspension-type front-wheel-usesuspension devices 6 which supports the pair of right and left frontwheels 21 in a vertically swingable manner is disposed below the bonnet26 and on both sides of a front-wheel-use final reduction gear (notshown in the drawing) which transmits a driving force to the frontwheels 21. FIG. 13 is a perspective view of the suspension device 6.Each suspension device 6 includes: a knuckle 61 which supports a hub ofthe front wheel 21 in a rotatable manner; a plurality of control rods 62which extend in the vehicle width direction and support the knuckle 61on the vehicle body frame 1; and a shock absorber 63 which elasticallysupports the control rods 62 on the vehicle body frame 1.

The control rod 62 is divided in two from a connection portion which isconnected with the knuckle 61 thus forming an upper arm 621 and a lowerarm 622 which form a pair in the vertical direction. The upper arm 621and a lower arm 622 extend inward in the vehicle width direction and areconnected to the vehicle body frame 1. The upper arm 621 and the lowerarm 622 have a substantially A shape respectively. FIG. 14 is aperspective view of the upper arm 621 and the lower arm 622. A recessedportion 621 a that is recessed downward is formed on a portion of theupper arm 621 in the vicinity of the connection portion which isconnected with the knuckle 61. The lower end of the shock absorber 63 issupported by the recessed portion 621 a.

A bottom surface of the recessed portion 621 a is positionedsubstantially at the same height in the vertical direction as a supportsurface 61 a on which the knuckle 61 supports the upper arm 621, or ispositioned below the support surface 61 a.

A stopper 61 b that regulates a displacement angle between the lower arm622 and the knuckle 61 is formed on the knuckle 61. FIG. 15 is aperspective view of an area in the vicinity of the knuckle 61 when thefront wheel 21 is steered maximally in a state where the shock absorber63 is maximally contracted, and FIG. 16 is a perspective view of thearea in the vicinity of the knuckle 61 when the front wheel 21 issteered in a state where the shock absorber 63 is maximally extended. Asshown in FIG. 15, in a state where the shock absorber 63 is maximallycontracted, there is no possibility that the stopper 61 b of the knuckle61 engages with the lower arm 622 even when the front wheel 21 issteered maximally. On the other hand, in a state where the shockabsorber 63 is maximally extended, as shown in FIG. 16, the stopper 61 blimits a displacement angle between the lower arm 622 and the knuckle 61to a predetermined range in order to ensure the amount of wheel travel(tire stroke) of the front wheel 21. Specifically, the stopper 61 b isformed of a projecting and recessed portion that can come into contactwith the lower arm 622. In a state where the shock absorber 63 ismaximally extended, when the wheel of the front wheel 21 is steeredlaterally so that an angle made by the lower arm 622 and the knuckle 61becomes a predetermined angle, the projecting and recessed portion ofthe stopper 61 b comes into contact with and engages with the lower arm622. Accordingly, there is no possibility that the angle made by theknuckle 61 and the lower arm 622 exceeds the predetermined angle.

The lower arm 622 has a bent portion 622 a that bends upward at anintermediate portion in the vehicle width direction. Specifically, thelower arm 622 gradually extends downward in an inclined manner from aninner end in the vehicle width direction which is supported by thevehicle body frame 1 as the lower arm 622 advances outward in thevehicle width direction, and reaches the bent portion 622 a. As thelower arm 622 further advances outward in the vehicle width directionfrom the bent portion 622 a, the lower arm 622 extends downwardly in aninclined manner and reaches an outer end in the vehicle width directionwhich is supported by the knuckle 61. Note that an inclination angle ofa portion of the lower arm 622 positioned on an inner side of the bentportion 622 a in the vehicle width direction with respect to ahorizontal plane is set smaller than an inclination angle of a portionof the lower arm 622 positioned on an outer side of the bent portion 622a in the vehicle width direction with respect to the horizontal plane. Alength of the lower arm 622 from an inner end to the bent portion 622 ais set larger than a length of the lower arm 622 from the bent portions622 a to an outer end.

FIG. 6 is a top plan view of the utility vehicle shown in FIG. 3 wherethe ROPS 23 and the seats 28 are omitted. As shown in FIG. 6, thevehicle body frame 1 includes a first bottom frame 11 and a secondbottom frame 12 which form a pair of left and right frames respectivelyon a bottom portion of the vehicle body frame 1. The first bottom frame11 and the second bottom frame 12 extend substantially horizontally inthe longitudinal direction and support a floor plate 90. The firstbottom frame 11 and the second bottom frame 12 are main frames which arerespectively formed of a circular cylindrical pipe frame.

The first bottom frame 11 and the second bottom frame 12 are positionedat a center portion in the vehicle width direction such that the firstbottom frame 11 and the second bottom frame 12 approach closest to eachother in the vehicle width direction in a front portion of the ridingspace S. The first bottom frame 11 and the second bottom frame 12 extendoutward in the vehicle width direction in an inclined manner so as to beaway from each other in the vehicle width direction as the first bottomframe 11 and the second bottom frame 12 extend rearward from the frontportion of the riding space S. Further, the first bottom frame 11 andthe second bottom frame 12 extend rearward in substantially parallel toeach other in the longitudinal direction below the seats 28respectively, and extend inward in the vehicle width direction in aninclined manner toward a rear side from a rear portion of the power unit3 such that the first bottom frame 11 and the second bottom frame 12approach each other in the vehicle width direction.

[Supporting Structure for Shock Absorber of Rear-Wheel-Use SuspensionDevice]

FIG. 7 is a rear view of the utility vehicle shown in FIG. 3 in whichthe seats 28 are omitted, and FIG. 8 is an enlarged view of an area inthe vicinity of an upper end of a left shock absorber 43 a. As shown inFIG. 3 to FIG. 8, an upper end of the left shock absorber 43 a of therear-wheel-use suspension device 4 is supported on a lower surface of asupport portion 81 a of a panel frame 81 which extends in the vehiclewidth direction and supports the back panel 27 in the vehicle body frame1 by way of a gusset 92 a.

A reinforcing frame 82 a which reinforces a strength of the ROPS 23 ismounted on an upper surface of the support portion 81 a, and as shownparticularly in FIG. 4, as viewed in a side view of the utility vehicle10, the reinforcing frame 82 a and the left shock absorber 43 a aredisposed so as to be arranged on one straight line.

A lower frame 83 a which extends downward and has a lower end connectedto the first bottom frame 11 is mounted on the lower surface of thesupport portion 81 a. A rear frame 84 a is mounted on a rear surface ofthe support portion 81 a in such a manner that the rear frame 84 aextends rearward, is bent downward at a rear end of the vehicle, extendsdownward, and is connected to a rear end of the first bottom frame 11.The gusset 92 a is disposed between the lower frame 83 a and the rearframe 84 a, and connects the lower frame 83 a and the rear frame 84 a toeach other.

An upper end of the right shock absorber 43 b of the rear-wheel-usesuspension device 4 is supported on a lower surface of a support portion81 b of the panel frame 81 which extends in the vehicle width directionand supports the back panel 27 by way of a gusset 92 b.

A reinforcing frame 82 b which reinforces a strength of the ROPS 23 ismounted on an upper surface of the support portion 81 b. As shownparticularly in FIG. 5, as viewed in a side view of the utility vehicle10, the reinforcing frame 82 b and the right shock absorber 43 b aredisposed so as to be arranged on one straight line.

A lower frame 83 b which extends downward and has a lower end connectedto the second bottom frame 12 is mounted on the lower surface of thesupport portion 81 b. A rear frame 84 b is mounted on a rear surface ofthe support portion 81 b in such a manner that the rear frame 84 bextends rearward, is bent downward at the rear end of the vehicle,extends downward, and is connected to a rear end of the second bottomframe 12. The gusset 92 b is disposed between the lower frame 83 b andthe rear frame 84 b, and connects the lower frame 83 b and the rearframe 84 b to each other.

As shown particularly in FIG. 8, the gusset 92 a further includes, forsupporting the panel frame 81 in a stable manner, support reinforcingportions 92 a 1, 92 a 2 which are disposed on both ends of the gusset 92a in the vehicle width direction and extend outward in the vehicle widthdirection. In the same manner as the gusset 92 a, the gusset 92 b alsoincludes support reinforcing portions which are disposed on both ends ofthe gusset 92 b in the vehicle width direction and extend outward in thevehicle width direction.

[Supporting Structure for Shock Absorber of Front-Wheel-Use SuspensionDevice]

FIG. 9 is a front view of the utility vehicle shown in FIG. 3 in whichthe seats 28 are omitted, and FIG. 10 is a rear perspective view of theutility vehicle shown in FIG. 3 in which the seats 28 are omitted.

As shown in FIG. 9 and FIG. 10, an upper end of a left shock absorber 63a of the front-wheel-use suspension device 6 is supported on a supportportion 85 a of a bonnet frame (transverse frame) 85 which extends inthe vehicle width direction, directly or indirectly supports the bonnet26 or is positioned in the vicinity of the bonnet 26 by way of a bracket93. An upper end of a right shock absorber 63 b is also supported on thesupport portion 85 a by way of the bracket 93.

The bracket 93 is mounted on the support portion 85 a so as to surroundthe support portion 85 a from below, and an upper surface of the supportportion 85 a is not covered by the bracket 93. The bonnet frame 85penetrates the bracket 93. The bonnet frame 85 extends outward in thevehicle width direction from both sides of the bracket 93 in an upwardlyinclined manner.

An upper end of a left end of the bonnet frame 85 is connected to afront frame 86 a which is one of the ROPS forming a front wall of theriding space S, and an upper end of a right end of the bonnet frame 85is connected to a front frame 86 b which is one of the ROPS forming thefront wall of the riding space S.

A lower portion of the bracket 93 forms a support portion 93 a whichsupports the shock absorbers 63 a, 63 b. As viewed in a front view ofthe utility vehicle, the left shock absorber 63 a is supported on a leftend of the support portion 93 a in the vehicle width direction, and theright shock absorber 63 b is supported on a right end of the supportportion 93 a in the vehicle width direction.

Between the support portion for the left shock absorber 63 a and thesupport portion for the right shock absorber 63 b, upper ends of twolower frames 87 a, 87 b which extend in the vertical direction aremounted on the support portion 93 a. The support portion 93 a issupported on the lower frames 87 a, 87 b.

The lower frames 87 a, 87 b are frames respectively forming portions oftire houses 21 a, 21 b for the front wheels 21. The lower frames 87 a,87 b are positioned at a center portion in the vehicle width directionsuch that the lower frames 87 a, 87 b approach closest to each other inthe vehicle width direction at the support portion 93 a, and extendoutward in the vehicle width direction in an inclined manner such thatthe lower frames 87 a, 87 b are separated from each other in the vehiclewidth direction as the lower frames 87 a, 87 b extend downward from thesupport portion 93 a. The lower frames 87 a, 87 b extend downwardparallel to each other in upper portions of the tire houses 21 a, 21 b,and extend downward in lower portions of the tire houses 21 a, 21 b inan inwardly inclined manner in the vehicle width direction such that thelower frames 87 a, 87 b approach each other in the vehicle widthdirection. A lower end of the lower frame 87 a is connected to the frontend of the first bottom frame 11, and is connected to a bottom frontframe 88 a which extends frontward. A lower end of the lower frame 87 bis connected to the front end of the second bottom frame 12, and isconnected to a bottom front frame 88 b which extends frontward.

As viewed in a side view of the utility vehicle 10, the shock absorbers63 a, 63 b extend frontward in a downwardly inclined manner, the bonnetframe 85 extends rearward in an upwardly inclined manner, and the lowerframes 87 a, 87 b extend rearward in a downwardly inclined manner. Asviewed in a side view of the utility vehicle 10, the bonnet frame 85 andthe lower frames 87 a, 87 b are disposed so as to make a right angletherebetween.

As viewed in a front view of the utility vehicle, extensions in anupward direction of the respective left and right shock absorbers 63 a,63 b and extensions in an upward direction of the respective lowerframes 87 a, 87 b are merged together at one point 85 a 1 on the bonnetframe 85.

According to the supporting structure for a shock absorber having theabove configuration, the following advantageous effects can be acquired.

(1) The reinforcing frame 82 a, 82 b which forms one of the ROPS 23 isconnected to the support portion 81 a, Sib on which the shock absorber43 a, 43 b, respectively, is supported and hence, a load from the shockabsorber 43 a, 43 b is easily transmitted to the ROPS 23. As a result,it is possible to provide the supporting structure for a shock absorberwhere a load from the shock absorber 43 a, 43 b can be easily dispersed.

(2) The shock absorber 43 a, 43 b and the reinforcing frame 82 a, 82 bare disposed so as to be arranged on one straight line respectively asviewed in a side view and hence, a load from the shock absorber 43 a, 43b can be easily transmitted to the ROPS 23.

(3) The shock absorber 43 a, 43 b is supported on the support portion 81a, 81 b by way of the gusset 92 a, 92 b respectively and hence, asupporting strength of the support portion 81 a, 81 b can be enhanced.

(4) The gusset 92 a, 92 b on which the shock absorber 43 a, 43 b ismounted respectively reinforces the shock absorber by connecting thelower frame 83 a, 83 b and the rear frame 84 a, 84 b to each other andhence, the supporting strength of the support portion 81 a, 81 b can befurther enhanced.

(5) The gusset 92 a, 92 b on which the shock absorber 43 a, 43 b ismounted respectively reinforces the shock absorber 43 a, 43 b byconnecting the lower frame 83 a, 83 b and the rear frame 84 a, 84 b toeach other and hence, a strength of the support portion 81 a, 81 b ofthe panel frame 81 can be enhanced.

(6) The bonnet frame 85 extends outward in the vehicle width directionin an upwardly inclined manner from both sides of one bracket 93 onwhich both shock absorbers 63 a, 63 b are mounted and hence, a loadtransmitted to the shock absorbers 63 a, 63 b from below is easilytransmitted to the bonnet frame 85. As a result, it is possible toprovide the supporting structure for a shock absorber where loads fromthe shock absorbers 63 a, 63 b can be easily dispersed.

(7) The bonnet frame 85 is connected to the front frames 86 a, 86 bwhich form one of the ROPS 23 and hence, the bonnet frame 85 whichreceives loads from the shock absorbers 63 a, 63 b can transmit theloads to the ROPS 23 thus dispersing the loads more effectively.

(8) By supporting the bracket 93 from below by the lower frames 87 a, 87b, a supporting strength of the bracket 93 can be enhanced.

(9) As viewed in a side view of the utility vehicle 10, the shockabsorbers 63 a, 63 b extend frontward in a downwardly inclined manner,the bonnet frame 85 extends rearward in an upwardly inclined manner, andthe lower frames 87 a, 87 b extend rearward in a downwardly inclinedmanner. With such a configuration, loads from the shock absorbers 63 a,63 b can be easily transmitted to the bonnet frame 85 and the lowerframes 87 a, 87 b.

(10) As viewed in a side view of the utility vehicle 10, the bonnetframe 85 and the lower frames 87 a, 87 b are disposed so as to make aright angle therebetween and hence, loads from the shock absorbers 63 a,63 b can be more easily transmitted to the bonnet frame 85 and the lowerframes 87 a, 87 b.

(11) As viewed in a front view of the utility vehicle 10, the extensionsin the upward direction of the respective left and right shock absorbers63 a, 63 b and the extensions in the upward direction of the lowerframes 87 a, 87 b are merged together at one point on the bonnet frame85 and hence, loads from the shock absorbers 63 a, 63 b can be easilytransmitted to the bonnet frame 85 and the lower frames 87 a, 87 b.

(12) The lower end of the shock absorber 43 is supported by the rear endof the trailing arm 41 within the wheel 22 a as viewed in a side view ofthe utility vehicle 10. Accordingly, a total length of the shockabsorber 43 can be surely increased and hence, a moving distance of thewheel 22 a in a vertical direction can be surely increased.

(13) The trailing arm 41 has the bent portion 41 a that bends upward atthe intermediate portion in the longitudinal direction and hence, theposition of the rear end 41 c of the trailing arm 41 in the verticaldirection can be lowered. Accordingly, a total length of the shockabsorber 43 can be surely increased.

(14) The rods 421, 423 positioned on a lower side have the bent portions421 a, 423 a that bend upward at the intermediate portions in thevehicle width direction. Accordingly, a possibility that an obstacle iscaught by the rods 421, 423 can be reduced whereby drivability of theutility vehicle 10 on a rough road can be improved.

(15) The rods 422, 423 positioned on a rear side are mounted on thefront surface side of the rear end frame 19 of the utility vehicle 10.Accordingly, a possibility that an obstacle is caught by the rods 422,423 can be reduced whereby drivability of the utility vehicle 10 on arough road can be improved.

(16) The first rod 421 and the third rod 423 are disposed below thesecond rod 422, and the bent portion 421 a of the first rod 421 and thebent portion 423 a of the third rod 423 have a similar shape.Accordingly, a possibility that an obstacle is caught by the first rod421 and the third rod 423 which form the lower rods can be reducedwhereby drivability of the utility vehicle 10 on a rough road can beimproved.

(17) As viewed in a side view of the utility vehicle 10, the first rod421, the second rod 422, and the third rod 423 are positioned in thewheel 22 a. Accordingly, the lengths of the first rod 421, the secondrod 422, and the third rod 423 in the vehicle width direction can besurely increased and hence, the toe controllability of the wheel 22 canbe improved.

(18) The lower end of the shock absorber 63 is supported by the recessedportion 621 a of the upper arm 621. Accordingly, a total length of theshock absorber 63 can be surely increased and hence, a moving distanceof the wheel in a vertical direction can be surely increased.

(19) The bottom surface of the recessed portion 621 a is setsubstantially at the same height in the vertical direction as thesupport surface 61 a on which the knuckle 61 supports the upper arm 621,or set below the support surface 61 a. Accordingly, a total length ofthe shock absorber 63 can be surely increased while preventing loweringof a support strength of the knuckle 61 for supporting the upper arm621.

(20) The upper end of the shock absorber 63 is supported by a portion ofthe bonnet frame 85 extending in the vehicle width direction in thevicinity of the center portion of the bonnet frame 85 in the vehiclewidth direction. Accordingly, a height of the bonnet can be suppressedwhile ensuring a sufficient total length of the shock absorber 63 andhence, it is possible to prevent the shock absorber 63 from obstructingvisibility on a front side.

(21) The stopper 61 b that limits a displacement angle between the lowerarm 622 and the knuckle 61 is formed on the knuckle 61. Accordingly, bylimiting the displacement angle between the lower arm 622 and theknuckle 61 within the predetermined range in a state where the shockabsorber 63 is maximally extended, the amount of wheel travel (tirestroke) of the front wheel 21 can be ensured.

(22) The lower arm 622 has the bent portion 622 a that bends upward atthe intermediate portion in the vehicle width direction. Accordingly, apossibility that an obstacle is caught by the lower arm 622 can bereduced and hence, drivability of the utility vehicle 10 on a rough roadcan be improved.

In the above embodiment, the shock absorber 43 a, 43 b and thereinforcing frame 82 a, 82 b respectively are disposed so as to bearranged on one straight line as viewed in a side view. However, theshock absorber 43 a, 43 b and the ROPS may be disposed so as to bearranged on one straight line as viewed in a front view.

FIG. 11 is a rear view of the utility vehicle 10 when the shock absorber43 a, 43 b and the ROPS are disposed so as to be arranged on onestraight line as viewed in a front view. As shown in FIG. 11, the upperend of the left shock absorber 43 a is supported on the lower surface ofthe support portion 81 a of the panel frame 81 which extends in thevehicle width direction and supports the back panel 27 in the vehiclebody frame 1 by way of the gusset 92 a.

A reinforcing frame 82 a 1 which reinforces a strength of the ROPS 23 ismounted on the upper surface of the support portion 81 a, and thereinforcing frame 82 a 1 and the left shock absorber 43 a are disposedso as to be arranged on one straight line as viewed in a rear view ofthe utility vehicle 10.

The upper end of the right shock absorber 43 b is supported on the lowersurface of the support portion 81 b of the panel frame 81 which extendsin the vehicle width direction and supports the back panel 27 in thevehicle body frame 1 by way of the gusset 92 b.

A reinforcing frame 82 b 1 which reinforces a strength of the ROPS 23 ismounted on the upper surface of the support portion 81 b, and thereinforcing frame 82 b 1 and the right shock absorber 43 b are disposedso as to be arranged on one straight line as viewed in a rear view ofthe utility vehicle 10.

With the configuration, the shock absorber 43 a, 43 b and thereinforcing frame 82 a 1, 82 b 1 are disposed so as to be arranged onone straight line as viewed in a front view, respectively, and hence, aload from the shock absorber 43 a, 43 b can be more easily transmittedto the ROPS 23.

In the above embodiment, the shock absorbers 43 a, 43 b of therear-wheel-use suspension device 4 are supported on the panel frame 81which supports the back panel 27. However, a frame on which the shockabsorbers 43 a, 43 b are supported is not limited to the panel frame 81,and may be a vehicle body frame respectively.

In the above embodiment, the shock absorbers 63 a, 63 b of thefront-wheel-use suspension device 6 are supported on the bonnet frame 85which supports the bonnet 26. However, a frame on which the shockabsorbers 63 a, 63 b are supported is not limited to the bonnet frame,and may be a vehicle body frame which extends in the vehicle widthdirection.

In the above embodiment, the bonnet frame 85 is formed such that thebonnet frame 85 penetrates the bracket 93. However, the bonnet frame 85may be split into two by the bracket 93, and each split bonnet frameportion may be connected to the bracket 93.

In the above embodiment, the bracket 93 surrounds the bonnet frame 85from below and does not cover the upper surface of the support portion85 a of the bonnet frame 85. However, the bracket 93 may be configuredto surround the whole circumference of the support portion 85 a.

In the above embodiment, the supporting structure for a shock absorberof the rear-wheel-use suspension device 4 is not limited to thesupporting structure for a rear-wheel-use shock absorber, and may beapplied to the supporting structure for a front-wheel-use shockabsorber. In the same manner, the supporting structure for a shockabsorber of the front-wheel-use suspension device 6 in theabove-mentioned embodiment is not limited to the supporting structurefor a front-wheel-use shock absorber, and may be applied to thesupporting structure for a rear-wheel-use shock absorber.

The various modifications and alterations are also conceivable withoutdeparting from the spirit and scope of the present invention describedin claims.

What is claimed is:
 1. A suspension structure of a utility vehiclecomprising: a shock absorber; and a trailing arm extending in alongitudinal direction of the utility vehicle, wherein a lower end ofthe shock absorber is supported by a rear end of the trailing arm withina wheel as viewed in a side view of the utility vehicle.
 2. Thesuspension structure according to claim 1, wherein the trailing arm hasa bent portion that bends upward at an intermediate portion in thelongitudinal direction.
 3. The suspension structure according to claim1, further comprising: a knuckle to which a rear end of the trailing armis connected; and a plurality of rods extending in a vehicle widthdirection of the utility vehicle and connecting the knuckle to a vehiclebody frame of the utility vehicle, wherein the rod positioned on a lowerside has a bent portion that bends upward at an intermediate portion inthe vehicle width direction.
 4. The suspension structure according toclaim 3, wherein the rod positioned on a rear side is mounted on a frontsurface side of a rear end frame of the utility vehicle.
 5. Thesuspension structure according to claim 3, wherein the plurality of rodsinclude a first rod positioned in front of a center of the knuckle, anda second rod and a third rod positioned behind the center of theknuckle, wherein the first rod and the third rod are disposed below thesecond rod, and the bent portion of the first rod and the bent portionof the third rod each have a similar shape.
 6. The suspension structureaccording to claim 5, wherein the first rod, the second rod, and thethird rod are positioned within the wheel as viewed in a side view ofthe utility vehicle.